RU2692742C1 - Supersonic low-visibility aircraft-helicopter - Google Patents

Abstract

FIELD: aviation.SUBSTANCE: invention relates to aircraft engineering, particularly, to supersonic aircraft structures. Supersonic low-visibility aircraft-helicopter is equipped at tail boom ends with steering jet nozzles, damping reactive torque and changing course balancing during operation of one main rotor (MR) used only when performing VTOL and STOL or in transient flight modes, two lifting-sustaining turbojet two-circuit engines (TJTCE) with controlled thrust vector (CTW) and power take-off to MR drive. MR is made with telescopic counterweight of blade and units of folding forward along flight of column of shaft with blade of MR, fixed along axis of symmetry in niche of fuselage with longitudinal flaps arranged behind cabin on streamlined elevation of fuselage, providing free rotation of MR. Medium-spaced delta-like wing comprises root parts equipped with developed extensions, mounted above side air intakes of TJTCE, having design of channels with double S-shape both at sight from above, and from side.EFFECT: reduced infrared and visual visibility, higher speed and range of flight.3 cl, 4 dwg, 1 tbl

Description

The invention relates to the field of aviation technology and can be used in the design of low-profile supersonic aircraft-helicopters with one rotor, used with side steering jet nozzles and only with vertical and short takeoff / landing (GDP and FOC), and two turbojet propulsion engines with controlled thrust vectoring and power take-off for the HB drive, the shaft column and the butt parts of the blades of which are telescopic, allowing the HB to be laid along the axis of symmetry in the middle automatically openable in a longitudinal flaps on the top of the fuselage for horizontal flight by trans- or supersonic speeds.

Known aircraft vertical takeoff and landing (VTOL) F-35V (USA), containing a high-wing, the console of which is equipped with side nozzles, creating along with the front lifting fan vertical thrust, has a turbojet dual-circuit engine (TRD) with a nozzle that changes the thrust vector, and power take-off for the drive of a hoist fan with pivotal flaps, tail tail with two rejected keels to the outside.

Signs that coincide - the combined power unit of the VTOLS includes a turbofan engine, made on the basis of the F119 turbofan model, has a Three-Bearing Swivel Module main rotating nozzle, a clutch, a main drive shaft, a lift fan drive reducer and air intake ducts located in the wing with nozzles designed to lift and control aircraft roll. In the GDP mode, the power from the lift-propulsion turbomachine is transmitted to a longitudinal shaft about 1.8 m long. The shaft enters the coupling, and when engaged, the coupling connects the longitudinal shaft to the lifting fan, which is capable of converting the power transmitted by the shaft to 21,600 kW into thrust equal to 89 kN. The afterburner turbojet engine includes a main jet nozzle with controlled thrust vectoring, which rotates to direct the jet of gases coming out of the engine back along the plane’s axis or down in the course of GDP, and the air flow with adjustable flaps that leaves the lift fan gives the desired longitudinal airflow direction. Channels with roll control nozzles receive air from the turbofan engines and generate 17 kN of lift link.

The obstacles to the task: the first is that the rear location of the turbofan engine with its swiveling nozzle, which changes the thrust vector, has a front output shaft for selecting the take-off power of the shaft through the gearbox and the clutch to the lift fan, which predetermines the design behind the cockpit the fuselage has two upper and lower flaps of the lifting fan, which is also equipped with a complex system of deflecting its air flow in the longitudinal direction, which complicates the design. The second is that the lateral underwing nozzles with an increase in the angle of attack of the wing during transient flight modes create the risk of a flow stall on the wing before the lift fan and the rotary nozzle of the turbofan engine create the required lift, which reduces reliability and lateral controllability. The third is that there is a double system for creating vertical thrust and longitudinal-lateral lifting force (lifting fan with a rotary nozzle for turbofan and side nozzles), which inevitably leads to weighting and complication of the design, but also to reduce the weight efficiency, as with its horizontal flight side nozzles and

lift fan, increasing the parasitic mass, useless. In addition, the use of afterburner turbofan in GDP increases the specific fuel consumption by 46% and worsens the flight range and fuel efficiency. And the use of the unformed TRDD mode limits the flight speed to 950 km / h.

Known decks VTVP mod. Sikorsky S-57 (USA) project XV-2, having a high wing, stopping and retracting into the longitudinal compartment of the upper fuselage single-blade main rotor with counterweight, equipped with a jet nozzle, jet system and air duct from a turbojet engine (TRD) combined power plant ( SU), contains underwing two-tail tail and three-bearing retractable wheeled chassis.

Signs that coincide - the presence of a niche in the upper part of the fuselage with HB, creating only vertical thrust, having an inkjet system with an air duct, laid inside the HB shaft column and providing a uniform power takeoff of the turbofan, whose air, going to the jet nozzle HB, will rotate it and create lift force. A special feature of the design of the VTOL aircraft of the XV-2 project is the concept of Control Circulation Rotor (CCR) rotor with adjustable circulation and its stationary placement in the fuselage: when entering the airplane mode of flight, the single-blade HB stopped, which had folding nodes for the shaft column and the blade fixation, which were laid along the axis of symmetry in the fuselage niche.

The obstacles to the task: the first is that the placement on the upper part of the fuselage of the stopping and retracting HB, which has a blade swashplate with the control of its general and cyclical change of its pitch, which predetermines the structurally collapsible column of its shaft and a counterweight to the ducts, which complicates the design and reduces reliability, but also significantly increases the overall height of the rotating HB. The second is that the diameter of the airframe is limited by the length of the fuselage and, as a result, when the air flows from hovering, blowing the wing consoles and creating a significant total loss (~ 34%) in their vertical thrust, the large flow rates that are thrown from them predetermine the formation vortex rings, which at low speeds of descent can dramatically reduce the force of thrust HB and create a situation of uncontrolled fall, which reduces the stability of control and safety. The third is that the single-engine SU includes a turbojet of excess capacity used in fulfilling GDP by 100%, which greatly reduces the time between failures and reliability, especially when it fails, and the location under the deltoid wing of the vertical fins the rear wheels of the chassis, which predetermines, increasing the aerodynamic drag, the limitations in achieving a speed of up to 745 km / h. All this also limits the possibility of reducing the mass of the airframe with a single-blade airframe, which has a swashplate, as well as further improve the weight efficiency and increase the payload.

Closest to the proposed invention is a VTIL of Hawker Siddeley (UK) of the project HS.141, which contains a swept wing, a composite propulsion system with lifting jet engines in the fairing on the sides of the fuselage and cruise jet engines on the underwing pylons, has tail feathering and a three-bearing retractable wheel chassis .

Signs that coincide - in this jet VTOL eight engines are located in the lower fairings on each side of the fuselage: four in front of the front and four behind the rear edge of the swept wing. The composite power plant has two groups of engines: two main engines of Rolls-Roy turbofan engines RB.220 of 12250 kgf each and 16 lifting turbofan engines

Rolls-Royce RB.202 for 4670 kgf. The lift motors start to work, the intake and exhaust flaps open, freeing the top and bottom sides of the fairings. Lifting engines have air intakes and are equipped with nozzles with deflectors, which, when performing GDP, can deviate 15 ° forward or backward along the flight, giving the jet flow of gases the desired longitudinal direction.

The obstacles to the task: the first is that each RB.202 lifting engine has an outer diameter of 1.5 m with a length of 1.15 m and a bypass ratio of 9.5: 1, and their group arrangement along the sides of the fuselage predetermines the presence of developed fairings on each side of the fuselage, which increase the width of the lower part of the fuselage almost by half, which complicates the design, increases the aerodynamic resistance and limits the flight speed to 695 km / h. The second is that a possible complication arises due to the need to develop protection against possible failures of the control system in the event of failure of any of the lift engines during the execution of the GDP and freeze, resulting in asymmetry of thrust, which will require the immediate stop of its opposite engine on the other side. Such forces may well be exacerbated by any change, which, due to the reaction speed required in this kind of situation, complicates the automatic control system and the need to check each engine for failure when taking appropriate measures to maintain control and stability of control. The third is that for the implementation of GDP, transitional and cruising flight regimes there is a double separate system for creating vertical and horizontal thrust, respectively, lifting and cruising engines when performing GDP and level flight, which inevitably leads to heavier airframe design, an increase in the volume of maintenance work, but and a decrease in weight efficiency, since during horizontal flight, the lift engines themselves, increasing the parasitic mass, are useless, and when performing GDP and freezing, also marching engines ate not used. What ultimately leads to an increase in specific fuel consumption. All this limits the possibility of increasing the flight range of more than 724 km, as well as fuel efficiency indicators of less than 2054.77 g / t * km with a target load of 10.2 tons.

The invention solves the problem in the above-mentioned known VTOL of the project HS.141 by Hawker Siddeley, an increase in the target load and weight efficiency, a decrease in infrared and visual visibility, an increase in the speed and range of the flight, an increase in transport and fuel efficiency during aircraft flight modes like trans or supersonic flight speeds.

Distinctive features of the present invention from the above-known VTOL of the project HS.141 of the company Hawker Siddeley, which is closest to it, are that it is equipped at the ends of the tail booms with steering jet nozzles (PPC) that quench the reactive moment and alter the course balancing during operation single rotor (HB), used only for vertical and short take-off / landing (GDP and FOC) or on transient flight modes, but also with two up-and-down cruise turbojet engines (TRD) with control with the thrust vectoring (UHT) and power take-off for the HB drive, both to create lift and pitch control moments when performing GDP and freeze, and thrust during horizontal flight in a supersonic aircraft configuration after stopping a single-blade HB, performed with a telescopic counterweight of the blade and folding knots forward in flight of the shaft column with an HB blade fixed along the axis of symmetry in the upper fuselage niche (VNF) with automatically opened longitudinal flaps placed behind

a cabin and a streamlined elevation of the fuselage, providing free rotation of the HB over the latter and the consoles of the mid-delta wing (KFOR), the root parts of which are equipped with advanced troughs mounted above the underwing side air intakes of the turbofan, having the design of their channels with a double S-shape and at the top, and from the side, and configured to convert its flight configuration after the implementation of KVP technology or GDP from a rotary-wing or helicopter single-rotor carrier circuit with a PPC in soo Corresponding high-speed rotary-winged or winged gyroplane with maximum or normal take-off weight, respectively, with HB, operating in modes close to its autorotation or in autatorial HB, increasing the carrying capacity of KFOR with the mode of loitering flight, but also back, while in modes of GDP and hovering automatically VFN opening flaps, which are pre-installed outward from its longitudinal axis horizontally after they have been opened and which provide, after raising from VNF, a collapsible shaft column but with the counterweight, but also closing the doors back to ensure free rotation, and in front of each over-wing part of the nacelle above the TRRD input device there are longitudinal automatically open doors for access of additional air for the TRRD operation in the GDP and freeze modes, while beveled sides of both the upper and lower parts of the fuselage with a flattened nasal part of it, and the underwing and elytra of the air intakes and the engine nacelle, reducing the effective area are scattered, form a hexagonal cross-section and faceted configurations, respectively, when viewed from the front with a sharp line continuously extending from the nose to the tail, including the upper surfaces of the KFOR, having a wedge-shaped profile and sawn-shaped front edge with a trapeziform tip, and the slope of the lateral outer and inner walls The front side of the air intakes are placed parallel to the slope of the one-sided keels of the V-shaped tail assembly and the upper side of the fuselage, which is parallel to the outer side the overhead part of the engine nacelle, while on the modes of GDP and sticking, which do not interact with the corresponding jet stream coming out of the nozzle of each turbofan, deflected downward in the vertical plane of the nozzle, is rigidly fixed to its blade and profiled counterweight, and trapezoidal sections of the KFOR, with a span of equal 3/4 span of the V-shaped tail and outer sections forming the trailing edge of the KFOR with negative and positive angles of the arrow When placed from the top, parallel to the rear and front edges of the V-shaped tail, the end parts of which in the parking configuration are made on a par with the external sections of the KFOR folding inwards and along a single line parallel to the axis of symmetry, each underlay air inlet of the turbofan engine provided with a leading edge placed when viewed from the side parallel to the trailing edge of the V-shaped tail assembly, which has a variable sweep with a rounded top at its intersection point on one-piece trapezoidal keels, deflected outward at an angle of 43 ° from the plane of symmetry and mounted on spaced tail beams, equipped with the ventral keels, having infrared emitters and video cameras used in the vertical landing, and two in the combined power plant -march turbofan engines, feeding through the respective air exhaust channels and the RRS, and the underwing nozzles, are mounted in the stern of the fuselage between the tail booms, have rear round jet nozzles synchronously deflected in a vertical longitudinal plane at an angle of up to 95 ° down and back up respectively on GDP, freeze and level flight modes, are made with power take-off from each turbofan engine having between the compressors an average output of a radial shaft transmitting power to the unification through the clutch gearbox, equipped with an axis of symmetry of the output shaft, leading the main gearbox HB.

In addition, on the GDP and lag modes for lifting and rebalancing, the cantilevers and the end parts of the KFOR are equipped with air ducts and underwing nozzles, respectively, with single telescopic column of the shaft and butt of the blade, reducing the radius of the HB to be laid in the HVA by an equal half of the width of the fuselage, is made with a stepped profile of the end part on one third of the radius with the backward contraction of the blade, having th terminal chord of the blade is 2.0 times its root chord and a wedge-shaped profile with an angle α = 10 ° and a continuous lower surface, is made with an upper ledge-cut diamond in terms of shape, the outer protruding sides of which are concave inside the rear edges of the blade , create at the point of maximum its chord (b _maxHB )> combined in the step-notch with a smaller diagonal _rhomb -shaped in terms of shape, forming, as a profile configuration, steps in width and depth are respectively 1/2 of the chord b _maxHB and 2/3 of the thickness with _maxHB and sharpened The blade has a parabolic leading edge and a backward sweep back edge, while the said counterweight HB has a radius ( _rtp ) in its retracted or extended position, respectively, equal to the radius of the fairing HB, which has diametrically arranged sections in the form of circular segments, the chords of which are equal to the roots chords HB and a counterweight, or 30% of the radius HB, and the counterweight having a root and end chord, respectively, is equal to and 1.2 times smaller than the root chord HB, is made with the end part in the form of a reciprocal segment of a circle with a diameter equal to the fairing of an HB sleeve mating when it is pulled in with a cut of the circular segment of the sleeve, forming its streamlined circular form in plan, while in the modes of GDP and freezing each turbofan, performed with elements of digital program control, combining in a two-mode system regulating and controlling the simultaneous mode of its operation both in the selection of free power to the HB drive and in the balanced distribution of residual reactive thrust between the RRS, undercoat side nozzles and swiveling nozzles of each turbofan, each flat nozzle of a turbofan-free turbomachine has an adapter 29, which provides both control of the critical and output polygonal nozzle sections in their narrowing or expanding parts, as well as smooth and streamlined change in its cross section from a round nozzle to a hexagonal and then on a pentahedral, provided with a lower faceted wall 30, which, when viewed from the rear, has a V-shaped configuration, and an upper flap 31, consisting of synchronously deflected between the side walls 28 downwards and facing but upward of its two parts are rectangular 32 and pentagonal 33 forms in plan, respectively, both at angles of 22.5 ° and 22.5 °, and around the first 34 and second 35 transverse axes so that in the lower position the rear edge of the upper flap 31 contacts with the lower faceted wall 30, which has, at its apex, an equal-angle V-shaped trailing edge of the upper flap 31, and on its V-shaped edges, a hatch with automatically opening four trapezoidal two front 36 and two rear 37 flaps synchronously opening downwards opposite the V-shaped edges of the hexagonal in terms of the hatch and deflected simultaneously with the downward rotation of the upper flap 31 so that two of the front 36 of them are deflected along the flight, and two rear 37 against the flight, forming an output device the area and width of which is equal to the adapter 29 pentahedral-shaped nozzles that predetermines the corresponding deviation of the thrust vector from horizontal to vertical, but also vice versa, with the synchronous deviation of the rectangular 32 and pentagonal 33 parts of the upper flap 31 down by 22.5 ° + 7.5 ° or 22.5 ° +22.5 ° c one temporarily opening the trapezoidal hinges in pairs, which are tilted downward by the flight 36 or against 37, forming their inclination to the horizontal at an angle of 45 °, make it possible to perform a short take-off or landing with a short mileage, respectively, alternate by balancing in pitch or roll, respectively, while after the fixed stop of the aircraft that are transient to aircraft flight modes, they are perpendicular to the axis of symmetry, both fold in synchronization in the forward direction along the flight and are installed above the VNF On both sides of the axis of symmetry for subsequent retracting of the telescopic butt parts of the HB blades to be placed in the VNF by retracting the column of its shaft, and under the comb surface along the axis of symmetry a fairing is located below the tail fuselage and its lower niche with open flaps is lowered by a winch and towed on a cable under water, an antenna of a hydroacoustic station during a flight overhanging it.

Due to the presence of these signs, which allow to master a supersonic low-profile helicopter aircraft (SMSV), which is equipped at the ends of the tail beams with steering jet nozzles (RRS), quenching the reactive moment and changing the balancing of the course during the operation of one rotor, used only for vertical and a short take-off / landing (GDP and KVP) or on transient flight modes, but also with two lift-march turbojet by-pass engines (TRD) with controlled thrust vectoring (UHT) and power take-off to the drive NV to create lift and control points for pitch when performing GDP and freeze, and jet thrust during horizontal flight in the configuration of a supersonic aircraft after stopping a single-blade HB, performed with a telescopic counterweight to the blade and folding shaft forwards along the flight of a shaft column with a HB blade fixed along the axis of symmetry in the upper niche of the fuselage (VNF) with automatically opened longitudinal flaps placed behind the cabin and on the streamlined elevation of the fuselage providing freedom NB rotation above the latter and consoles of the mid-deltoid wing (KFOR), the root parts of which are equipped with well-developed extensions mounted above the underwing side air intakes of the turbofan engine, having the design of their channels with double S-shaped and viewed from above, and from the side, and is configured to the transformation of its flight configuration after the implementation of KVP technology or GDP from a rotary-wing or helicopter single-rotor carrier circuit with a PPC to the corresponding high-speed rotary-wing or winged gyro at maxi the normal or normal take-off weight, respectively, with an HB operating in modes close to its autorotation or with an autorizing HB that increases the carrying capacity of KFOR with the mode of shelling flight, but also back, while in the modes of GDP and hang-up, automatically opening VNF doors that are pre-installed outside from the longitudinal axis of the axis horizontally after they are opened and after the lifting of the collapsible column of the single-lobe HB shaft with its counterweight after lifting the VNF, but also closing the flaps back with both the free rotational rotation section, and in the front part of each over-wing part of the engine nacelle above the TRRD input device there are longitudinal automatically opened flaps for access of additional air flow for the TRRD operation on the GDP and freeze modes, while the bevelled sides of both the upper and lower parts of the fuselage with a flattened nasal part of it, as well as underwing and nadkrylny parts of air intakes and engine nacelles, reducing the effective area of dispersion, form a hexagonal cross-section, respectively e and faceted configuration when viewed from the front with a sharp line continuously extending from the nose to the tail, including the upper surfaces of the KFOR, having a wedge-shaped profile and sawn-shaped front edge with a trapezoid ending, and the inclination of the lateral outer and inner walls of the air intakes when viewed from the front are parallel to the slope one-sided keels of the V-shaped tail assembly and the upper side of the fuselage, which is parallel to the outer side of the thorax part of the engine nacelle, while on interacting with a corresponding jet stream emanating from the deflection of a rotary vertical nozzle rotatable downward of each turbofan, was performed without controlling the cyclic change of its pitch and with rigid attachment of its blade and profiled counterweight, and the internal trapezoidal sections of the KFOR with a span equal to 3/4 of the V-shaped span tail and outer sections that form the rear edge of the KFOR with negative and positive angles of sweep, placed when viewed from the top parallel to respectively the rear the front edges of the V-shaped tail assembly, the end parts of which in the parking configuration are made on a par with the external sections of the KFOR folding on each side inward and along a single line parallel to the symmetry axis, each TRDD underlaying air intake is provided with a side view parallel to the rear the edge of the V-shaped tail, which has a variable sweep with a rounded top at the point of its intersection on one-piece trapezoid keels, deflected outward at an angle of 43 from the plane of symmetry and mounted on spaced tail beams, equipped with ventral carinae having infrared emitters and video cameras used for vertical landing at the front ends of their tips, and in a combined power plant two elevator engines driven by air-assault ducts and PPC and underwing nozzles mounted in the rear part of the fuselage between the tail booms, have rear circular jet nozzles synchronously deflected in a vertical longitudinal plane on up to 95 ° down and back up respectively on the modes of GDP, freeze and horizontal flight, are made with power takeoff from each turbofan engine, having between the compressors an average output of the radial shaft, transmitting power through the clutch to the coupling gearbox, equipped with an output shaft along the axis of symmetry main gearbox HB. All this will allow to increase the longitudinal stability and roll control in transitional maneuvers during transitional maneuvers, and the placement of two turbofan engines with UHT between the tail beams of the V-shaped tail assembly will simplify the transmission system and shield the turbofan engines equipped with flat nozzles mounted above the comb-like surface with a heat-absorbing tail layer part of the fuselage, having a sawtooth in terms of its rear edge. This will significantly reduce the IR radiation of turbofan engines. The developed KFK overflows protect the turbofan turbofan engines from radars along with the reverse bevel of the leading edge of their air intakes, but also increases the aerodynamic and structural advantages of the wedge-shaped KFOR, which will allow to achieve an improved large laminar flow. Moreover, air intakes for turbofan engines, the channels of which are made with a double S-shape when viewed from above and from the side and shield their turbines from radar exposure to radar. In addition, this will improve the safety of flights and the use of turbofan engines of smaller dimensions in their diameter, which will reduce mid-engine nacelles and their aerodynamic drag. The use of cleaned HB in VNF will allow to achieve higher aerodynamic efficiency. Therefore, the main mode of operation of HB is the fulfillment of GDP and the suspension of OMS. In the single-screw carrier circuit with the RRS moments M, the _course and M _prod from the HB during transmission to the fuselage is suppressed RRS fed from the turbofan with UHT. When this telescopic butt parts of the blades HB reduce when they are drawn, the radius of the HB to be laid in the HVF and its longitudinal flaps. This will reduce the weight of the airframe, improve weight returns, increase the range of the deck antisubmarine air defense missile system, made using unobtrusive technology. The latter increases the likelihood of hitting an underwater target and increases the effectiveness of the antisubmarine defense, especially during an embarking flight of SMSB at a speed of 220-250 km / h in the flight configuration of a winged autogyro used in conjunction with the unmanned deck SMSV.

The present invention is the preferred execution of the deck SMSV with a two-bladed HB and two turbofan engines with a UHT and flat nozzles placed on top of the rear fuselage above the comb surface, is illustrated in FIG. 1 and the common side, top and front views, respectively, a), b) and c) with the location of a flat nozzle with a rotary flap in two projections in the view d):

a) in the flight configuration of a rotary-wing aircraft with a short take-off with a deviation in the nozzles of the upper flaps 31 down by 30 ° and the front pair of flaps 36 down by 45 ° or a winged autogyro with autorotizing HB having telescopic shaft columns extended from the HVF and the butt parts of its blades, increasing the load-carrying capacity of KFOR during the rotation of HB from the incident flow during the locking flight;

b) in a helicopter flight configuration with KFOR consoles, V-shaped keels
with their folding lines, placed parallel to the axis of symmetry, and jet flat nozzles with UHT, creating a vertical thrust rocket for turbofan engines, along with a lifting force created by a two-bladed HB, blades
which freely rotate over VNF, by the fuselage itself and over KFOR consoles;

c) in a flight configuration of a supersonic airplane with a two-bladed NV placed in the WPC with its telescopic columns pulled in by its shaft and blades combo and jet propulsion provided by two turbojet engines with flat shock absorbers flat nozzles.

Deck SMSV presented in figure 1, is made by a single-screw carrier circuit, an integrated aerodynamic concept and a glider of composite carbon fiber, contains a fuselage 1, having from cabin to center of mass elevation 2 VNF 3 with automatically extended longitudinal flaps 4 and small elongation SDK 5 s developed nodules 6. Under nodding 6 KFOR 5 there are underwing air intakes 7 with its beveled front edge 8 parallel to the rear edge of the spaced separated rotary keels 9 of the V-shaped tail end, fitted under yuzelyazhnymi keels 10, which has zakontsovkah video camera 11 and IR radiators 12 for vertical landing. The developed V-shaped tail 9 is mounted on spaced tail beams 13, between which are mounted the turbofan 14 with beveled back flat nozzles 15 and UHT (see fig. 1d). With a wedge-shaped profile, KDK 5 has both slats 16 and 6 variable sweep nodules, an internal trapezoid section 17 with flaps 18, but also external sections 19 turning upward with flapperons 20. The two-bladed HB 21 has telescopic and butt parts 22 of its blades (see Fig. 1a), and the shaft column 23, mounted on the end of the VNF 3. At the ends of the tail beams 13 there is a PPC 24 (see Fig. 1a), damping the reactive moment and changing the balancing along the course during the operation of one two-bladed HB 21, which is made without an automatic machine skewed and semi-rigid leniem its blades. Each blade HB 21, having wedge-shaped profiles of the blades and a continuous upper surface of the blades, is made with a lower ledge-cut diamond-shaped in plan, the outer protruding sides of which form an isosceles triangle in plan, playing the role of servo-controlled steering surfaces 25 on the blades HB 21, changing the longitudinal cross-balancing on the modes of GDP and freezes (see Fig. 1, view A-A ).

Combined SU with turbofan engines in overhead nacelles 26 installed in the rear part of the fuselage 1 and between the keels 9 of the V-shaped tail assembly (see Fig. 16), is made with power takeoff and the possibility of smooth redistribution of power from the turbofan engines to the gearbox HB 21, which is created unifying and main gearbox-mi (not shown in figure 1) and flat nozzles 15 of the turbofan 14, respectively, 60% and 40% of the take-off power of the SU at the modes of GDP, the suspension of SMSB and its supersonic horizontal flight. Both turbofan engines 14 with clutches form a synchronizing system with unifying gear (not shown in figure 1), equipped for GDP mode and freezing with a UHT system with flat nozzles 15 mounted above the tail fuselage 1 above the comb surface 27 with a heat-absorbing layer having two fixed vertical side walls 28 of the nozzle 15. Each flat nozzle 15 of the dry turbojet 14 has an adapter 29 that provides a smooth change in its cross-section from a round nozzle to a hexagonal and then to a pentahedral (see Fig. 1d), equipped The lower faceted wall 30, which, when viewed from the rear, is V-shaped, and the upper flap 31, consisting of two rectangular 32 and pentagonal 33 forms in plan, respectively, diverging between the side walls 28 downward and back upwards, as for angles 22.5 ° and 22.5 °, and around the first 34 and second 35 transverse axes so that in the lower position the rear edge of the upper flap 31 contacts the lower faceted wall 30, having an equal-angle V-shaped trailing edge of the upper flap at its top 31, and on its V-shaped faces k with four trapezoidal two front 36 and two rear 37 flaps automatically synchronously opening vertically downwards, placed on opposite V-shaped edges of the hexagonal hatch in plan and deflected simultaneously with the top flap 31 turning downwards so that two front 36 of them deviate along the flight, and two rear 37 against the flight, forming the output device the area and width of which are equal to the adapter 29 of the pentahedral shape nozzle, which creates a corresponding deviation of the jet thrust vector. In the modes of GDP and in the event of failure of the turbofan during the emergency landing of the two-bladed OSS, the HB 21 operates in the autorotation mode and unloads the KFOR 5. At the same time, the flaps of the 18 KFK 5 are automatically deflected at an angle of 47 °, and when the FIR is in the rotary-wing configuration, at an angle °

Deck control of SMSB is provided by changing the overall pitch of the two-bladed HB 21 and steering surface deflection: flapperons 20, elevators 9 and directions 9. During cruising flight, lifting force is generated by KFOR 5, inrush 6, and cruising jet thrust - by each turbojet 14 through nozzle 15 with open the upper flap 31 and the lower two lower front 36 and two rear 37 flaps, in the hover mode - HB 21 and each turbofan 14 through the nozzle 15 with the flap 31 closed and the two front flaps 36 and two rear 37 flaps closed, and in the transition mode - SDK 5 s HB 21 and two turbojet engines D 14 with UHT. During the transition to the GDP mode and the freezing of the flaps 18 with flapperons 20 (see Fig. 16), KFK 5 simultaneously deviates to their maximum angles. After creating a lifting thrust HB 21, under-wing nozzles 38 and turbofan 14 with a UHT helicopter modes are provided (see figv). The steering surfaces 25 HB 21 (see Fig. 16) are equipped with a servo drive and the ability to hang their synchronous differential deviations in the vertical plane so that when they are deflected down / up and the HB 21 blades are passing from the front / rear or left / right parts of the fuselage 1, changes the balance, respectively, in pitch or roll. Management of the course on the modes of GDP and freeze is provided by two PPC 24, mounted on the ends of the tail beams 13.

After a vertical take-off and climb, the mechanization of the KFOR 5 and the HB 21 blades are removed, made with the ability to transfer them to a fixed-stop mode perpendicular to the axis of symmetry and the subsequent synchronous folding of the HB 21 blades forward as well as their installation above the fuselage 1 on both sides of its longitudinal axis for the subsequent pulling of the telescopic butt 22 parts of the HB 21 blades, laid in the HVF 3 (see Fig. 16) by lowering its column into la with folded blades. Then a joint jet propulsion from two turbofan engines 14 is created and trans- and supersonic cruising flight is performed, in which the track control is provided by the rudders 9. The longitudinal and transverse control in the aircraft configuration is carried out by in-phase and differential, respectively, deflection of the elevators 9 and flapperons 20 SDK 5.

Thus, an SMSR with turbofan engines driven by an AC in a single-screw carrier circuit with an RCS that quenches the torque from an AC and changes balancing along the course is a VTOL that changes its flight configuration only by placing the LV blades inside the upper niche of the fuselage and along the longitudinal its axis and is made on the integrated aerodynamic scheme with KFOR and V-shaped tail. Flat nozzles of two turbofan engines with adapters that ensure a smooth change in their cross-section from a round nozzle to a hexagonal and then to a pentahedral, made with a UHT. Despite insignificant losses (up to 3%) of the thrust from the non-optimal shape of the nozzles, such a consistently convertible nozzle shape greatly reduces the IR-visibility of the OMS. In addition, it also leads to improved supersonic characteristics and reduced radar, infrared and visual conspicuity. Developed KFOR nodules, designed to generate vortices when maneuvering at high angles of attack, create for the network of their joint participation in the implementation of lifting force the ability to perform both GDP and FOC technology during takeoff and landing flight modes of deck-based SMSV and achieve high thrust-carrying capacity of the combined SU, which has the lowest specific load on power, especially, with a mechanical drive HB from TRDD.

Therefore, at SMSV-1.7 with a take-off weight of 15.55 tons, the coefficient of the specific load on power using a two-bladed HB driven by two turbofan engines with 6800 kgf each, having a selection of 60% of the power of SU for HB and 40% of the turbofan engine, will be 0.874 kgf / t, which is 1.41 less than that of a comparable VTOL Yak-141 with an energy-consuming SU, which, with a take-off weight of 15.8 tons, uses a cruise propulsion system of model R-179-300 with a load of 10,777 kgf and two lifting turbojets with a load of 4260 kgf each.

Undoubtedly, over time, widespread use in turbofan control systems, especially with flat jet nozzles and UHT, will reduce infrared and visual visibility in comparison with VTOL models F-35V (USA), which is important for deck antisubmarine ATVS type SMSV-1.7 , CMSB-2,3 (see table 1).

Claims (3)

1. unobtrusive supersonic aircraft helicopter comprising swept wing, integral with lifting propulsion jet engines in fairings on the sides of the fuselage and sustainer jet engines on underwing pylons has a tailplane and tricycle retractable wheeled chassis, characterized in that it is provided at the ends of tail beams with steering jet nozzles (RRS), extinguishing the reactive moment and changing the balancing on the course during the operation of one rotor, used only for vertical and short take-off / landing (GDP and KVP) or on transient flight modes, but also with two lift-marching turbojet by-pass engines (TRD) with thrust vectoring (UHT) and power take-off for the NV drive to create lift and pitch control moments when performing GDP and freezing, and jet thrust during horizontal flight in the configuration of a supersonic aircraft after stopping a single-blade HB, made with a telescopic counterweight to the blade and folding nodes forward in flight of the shaft column with HB blade fixed along the axis of symmetry in the upper niche of the fuselage (HVF) with automatically open longitudinal flaps located behind the cabin and on the streamlined elevation of the fuselage providing free rotation of the HB above the latter and the consoles of the middle deltoid wing (KFK) with the radioformed parts of the rooms supplied with the stock. mounted above the underwing side air intakes of the turbofan engine, having the design of their channels with a double S-shape and when viewed from above, and from the side, and is configured to the formation of its flight configuration after the implementation of KVP technology or GDP from a rotary-wing or helicopter single-rotor carrier scheme with a PPC to the corresponding high-speed rotary-winged or winged gyroplane with maximum or normal take-off weight, respectively, with HB operating in modes close to its autorotation, or with autorizing HB, increasing the carrying capacity of KFOR with the provision of a mode of flight locking, but also vice versa, while on GDP regimes and freezes, automatically opening VNF doors, installed preliminary outward from the longitudinal axis of the axis horizontally after they are opened and providing, after lifting the collapsible column of the single-shaft HB shaft with its counterweight, from the WAF, the flaps are closed back to ensure free rotation of the nacelle above the TRRD inlet device automatically opened flaps for access of additional airflow for the work of the TRRD on the modes of GDP and freezes, while the bevelled sides of both the upper and lower hours The fuselage with a flattened nose part and the underwing and elytra parts of air intakes and engine nacelles, reducing the effective area of dispersion, form a hexagonal cross-section and faceted configurations, respectively, when viewed from the front with a sharp line continuously extending from nose to tail, including the upper surfaces of the KFOR, having a wedge-shaped profile and a sawtooth-shaped front edge with a trapezoidal ending, the inclinations of the lateral external and internal walls of the air intakes at the sight in front are located parallel to the inclination of the one-sided keels of the V-shaped tail assembly and the upper side of the fuselage, which is parallel to the outer side of the thorax of the engine nacelle, while on the modes of GDP and air suspension, not interacting with the corresponding jet stream emanating from the deflected downward rotary in the vertical plane of the nozzle of each turbofan , is made without controlling the cyclic change of its pitch and with the rigid attachment of its blade and the profiled counterweight, with the internal trapezoidal sections of KFOR having span, is equal to 3/4 span of the V-shaped tail, and the outer sections forming the rear edge of the KFOR with negative and positive sweep angles placed when viewed from above parallel along the back and front edges of the V-shaped tail, the end parts of which in the stand configuration are equal with external sections of KFOR folding on each side inward and along a single line parallel to the axis of symmetry, each underlay air inlet of the turbofan engine is equipped with a leading edge, placed when viewed from the side parallel to the rear edge of the V-shaped tail assembly, which has a variable sweep with a rounded top at its intersection point on one-piece trapezoidal keels deflected outward at an angle of 43 ° from the plane of symmetry and mounted on spaced tail beams, equipped with fuselage keels having the front ends of their tips are infrared emitters and video cameras used for vertical landing, and in the combined power plant two lift-cruise turbofan engines, feeding through the corresponding air vent and RPC, and underwing nozzles mounted in the stern of the fuselage between the tail booms, have rear round jet nozzles synchronously deflected in a vertical longitudinal plane at an angle of up to 95 ° down and back up respectively in the modes of GDP, hovering and level flight, made with power take-off from each turbofan engine, having between compressors an average output of a radial shaft, transmitting power through a clutch to a coupling gearbox, equipped with an output shaft along the axis of symmetry, Odym main gearbox HB. 2. A supersonic low-profile helicopter aircraft according to claim 1, characterized in that in the GDP and lag modes for lifting and changing the balance in the roll of the console and the end parts of the KFOR are equipped with air vents from the turbojet engines and underwing nozzles, respectively , equipped with a telescopic column of its shaft and the butt part of the blade, which reduces the radius of the HB to be placed in the WCF by an amount equal to half the width of the fuselage, is made with a stepped profile end portion on one third radius with a backward contraction of the blade, having an end chord of the blade 2.0 times its root chord and a wedge-shaped profile with an angle α = 10 ° and a continuous lower surface, is made with an upper scarp-cut diamond in terms of shape, external protruding sides which, having the edges of the blade concave inward, create at the point of its maximum chord (b _maxHB ), combined in a step-notch with a smaller diagonal rhomboid in terms of shape, forming as a step profile in width and depth, this is respectively 1/2 of the chord b _maxHB and 2/3 of the thickness c _maxHB , and the pointed tip of the blade, having a parabolic leading edge and reverse sweep, the trailing edge, while the said counterweight HB has a radius (r _tp ) in its retracted or extended position, respectively, equal to the radius of the fairing of an HB sleeve, having diametrically placed sections in the form of circular segments, the chords of which are equal to the root chords of the HB and the counterweight, or 30% of the radius of the HB, and the counterweight having a root and terminal chords, respectively, equal to and in 1.2 times smaller than the root chord HB, is made with the end part in the form of a reciprocal segment of a circle with a diameter equal to the fairing of an HB sleeve mating when it is pulled in with a slice of the circular segment of the hub, forming its streamlined round shape in terms of GDP modes and each TRDD hangs performed with elements of digital program control combining in a dual-mode regulation and control system its simultaneous mode of operation both when taking free power to the actuator HB and when balanced the distribution of residual jet thrust between the RRS, underwing side nozzles and rotary nozzles of each TRDD, each flat nozzle of a dischargeless TRDD has an adapter 29 that provides both the management of the area of the critical and output polygonal nozzle sections, and a smooth and streamlined change in its section from a round nozzle to a hexagonal and then to a pentahedral, provided with a lower faceted wall 30, which, when viewed from the rear, has a V-shaped configuration, and an upper flap 31, consisting out of two of the rectangular 32 and pentagonal 33 forms in plan, of the synchronously deflected between the side walls 28 downwards and back upwards, respectively, at angles of 22.5 ° and 22.5 °, and around the first 34 and second 35 transverse axes so that the lower position, the rear edge of the upper flap 31 contacts the lower faceted wall 30, which has both the angle at its top, an equal angle to the V-shaped trailing edge of the upper flap 31, and a hatch on its V-shaped edges with four trapezoidal two that automatically open vertically downwards front 36 two rear 37 flaps located on opposite V-shaped edges of a hexagonal hatch in plan and deflected simultaneously with the upper flap 31 turning downwards so that two of the front 36 of them are deflected along the flight, and two rear 37 are opposite to flight, forming the output device, the area and the width of which is equal to the adapter of the pentahedral nozzle 29, which predetermines the corresponding deviation of the thrust vector from horizontal to vertical, but also back, while the synchronous deviation of the rectangular 32 and pentagonal 33 parts of the upper flap 31 down by 22.5 ° + 7.5 ° or 22.5 ° + 22.5 ° with simultaneous opening of trapezoidal hatch doors in pairs, tilting the flaps down along the flight 36 or against 37, forming their inclination to the horizontal below angle of 45 °, provide the ability to perform a short take-off or landing with a short mileage, respectively, by creating an inclined-horizontal thrust or reverse horizontal thrust. 3. Supersonic low-profile helicopter under item 2, characterized in that the said wedge-shaped profile of the blades of the two-bladed HB and with their continuous upper surface is made with a lower ledge-cut diamond in terms of shape, the outer protruding sides of which form the above-mentioned isosceles triangle in the plan, performing on the blades with a semi-rigid attachment, the role of steering surfaces of low-voltage, equipped with a servo drive and the possibility of the modes of GDP and the hang of their synchronous differential deviation in the vertical n sharpness so that when they deviate down / up and passing while the blades HB from the front / rear or left / right parts of the fuselage change the balancing, respectively, in pitch or roll, while on the transition to aircraft modes of flight HB after fixed stop perpendicular to The symmetry axes both synchronously fold in the forward direction along the flight and are installed above the HNF on both sides of the symmetry axis for subsequent retraction of the telescopic butt parts of the HB blades laid into the HNF The column of its shaft, and below the fuselage tail under the comb-like surface along the axis of symmetry, there is a fairing, which has a compartment with a retractable bar of the magnetometer at its end and in the lower niche with open doors, which is lowered by a winch and towed on a cable under water under a waterjet at a barracking. his flight.

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